ORIGIN

1985 Alfa Romeo GTV-6 Callaway

This 1985 Alfa Romeo GTV-6 is one of 35 that were modified by Callaway between 1983 and 1985. At Callaway, the car was fitted with twin turbos, boosting power output from the stock 154 hp to an impressive 230. The car is said to have no rust, and looks great in black. Find it for sale here on Craigslist, in Detroit, Michigan for $17,800.

Comments

Car is sold and heading to Alaska. Will be at Alfa National in July with it and more. Bob I’m I’d like to get your original brochure. I’m also interested in sourcing “Callaway” decals so I can put them back on. Car is currently being prepped for show in July with a few more additions being done by my mechanic. Ciao, turk394 yahoo

The issue with the synchros is that the gears are just too heavy–2nd is always the first to go because that synchro works harder on downshifts due to the big difference in ratios between 2nd and 3rd (and isn’t helped by ham-fisted drivers slamming the 1-2 upshift). The gearbox placement isn’t a factor since the clutch is at the aft end of the driveshaft, so the rotating mass acting on the synchros is unaffected (Alfas with a conventional drivetrain layout suffer from the same issue). While the ’85+ shift linkage is a drastic improvement in other areas, it won’t help this issue, nor will applying any side loads on the shifter.

Technique does matter, however–these undersized synchros can last to >100k mi if you avoid slamming the 1-2 upshift–it’s hard to explain, but think of the upshift as two motions instead of one–it’s not so much a matter of engaging 2nd slowly (that can actually prevent the synchro from doing its job) as it is an infinitesimal pause in neutral–as though you were double-clutching, but without the double-clutching part (although that is, of course, the obvious way to preserve the synchros).

The real fix is to have the gearbox rebuilt with lightened gears–the stock gears are such overkill that a 230 hp Callaway motor shouldn’t be a problem for properly lightened ones (look up Merrit Carden if you want it done right).

Simon…I don’t believe that anyone indicated that the car for sale was a “rustbucket”, but rather the car that you swapped the parts from was such. All sources indicate that the car for sale is and has been in great condition and performs as such, however considering that it was a Callaway swap rather than having been actually done by Callaway puts it in a “gray” area of claiming it to be a Callaway GTV6 IMHO. If I swapped the pertinent pieces from a rusted-out AMG ‘Benz to a nice roller, would I really have an AMG ‘Benz, or a “clone”, or upgraded with AMG parts? What about any of the other factory or psuedo-authorized performance upgrades ie Saleen/Shelby/other Callaway/etc? I dunno, just sayin’…

BTW, don’t get me wrong…it was an extremely nice car when I saw it a few years ago.

Although not a factory-original conversion…still a blast to drive and looks great. Not all of the intercoolers had the Callaway raised lettering on them from the beginning. If my original 86′ Callaway is any indication, I believe that these twin turbos have a lot more power available than the published numbers. I believe that only the hood scoop (out of necessity) was standard on the body, with rims, “Callaway” decals, and rear wing as options.

Maybe this will clear up a few of the comments about who or how many folks have swapped a Callaway into a stock GTV 6.

I currently own a nice 84 GTV 6 which is my second GTV 6. About 7-8 years ago I sold my 85 GTV 6 to a guy in Michigan or Canada who told me he was purchasing my car to install the Callaway parts from his rusty car into my body. My car was rust free and Black, with the same color interior as the car here listed for sale.

“was that wing on the back a stock item for the Callaway cars? I owned a Milano of that era and admired these cars, but do not recall the spoiler.”

Yes, the spoiler was part of the Callaway package.

The car was not a “rust bucket” when it was sold. I had purchased another 85, and swapped the Callaway parts over, then sold it with the original chassis (which was a complete rust nightmare).

There is no registry, nor record of which cars were converted to Callaway spec, so the question of “originality” is rather moot. Callaway would send a technician to the dealerships to install the package on a stock GTV6. When I purchased the car from the original owner it had the Callaway warranty papers, which is all the provenance that was available. So, yes, it is “real” as any other Callaway.

In regards to the changes in the engine, the heads were o-ringed. Making the gears lighter have several benefits, lower rotational mass will help the sycnros. The 85 & 86 Gtv6 have the same shift linkage as the later milanos. These cars are neat, but I think t would just like a 3 liter in mine.

The transaxle’s are pretty tough… which is part of synchro issues. The synchros have to work harder to overcome the inertia of heavier gears. (Lightened gear sets after a sought after upgrade ) This combined with impatient owners who didn’t let the tranny warm up before winding it out through the gears causes the issue.

I’m with Varjak on the turbo sounds likely being a minus on a GTV6. I’d take 3.0 swap over a turbo.

The story is that a guy named Francois did buy the car from Florida. When the car got here in Michigan it was a mess and a rust bucket so it took a few years to find a rust free shell to transfer the engine and trans that did receive work to be well sorted. Then the car was sold to the current owner that installed a great exhaust system and did some more work to the car. It is now a near perfect GTV and this one is rust free with no surprises like when it was purchased as a rust free car about 7 years ago! I guess everyone standard for restoration work is very different.

Looks like the same car that was offered a couple years back (Simon’s?) that was actually a regular GTV-6 with the bits from a rusty Callaway swapped over, so not truly an original Callaway Alfa. Does it matter?

@ Rene No fix that I’m aware of . It is a common issue on these and Milanos. I’ve never gotten a good answer as to why it is a problem other than “2nd gear syncro just can’t keep up…..” , ” has to do with tranny in the rear….etc”. I can’t help but attribute it to design deficiency. Driver’s style can only serve to conserve or worsen the issue. It varies , I have / had both , a Milano and the GTV6. On the Milano, sycro was still solid at 82k miles when I parted with the car last month (I did not pamper the car either). On the Gtv6 , it is no good with about 75k. Pretty much need to double- clutch each time into 2nd. Oh well, it is what it is.

@DRV. (only 154 HP ?)

I always felt a bit funny when I would reveal to someone how much (or how little) hp these cars have because when driving them it just feels like there is something more. Though, these are not very heavy cars at around 2700lbs. I can only imagine what the Callaway feels like. Must be a real hoot! I mean, my non-turbo GTV6 is much faster than I am (meaning – willing, capable, brave, etc.) . Add another 70hp ….. man oh man. Loads of fun.

As a side note, 154 hp out of a 2.5 V6 back in 1984 wasn’t too shabby. GM’s 2.8 V6 that was put in Camaros, Firebirds, Fieros,etc. was only at 125-135hp. Even worse, Ford’s 3.8 litre V6 intro’d in 1988 with Multi-point fuel injection put out only 140 horsepower!

These cars were known for head gasket problems I believe, so much so that the factory eventually came up with a new gasket design to use when the original gaskets failed. Since compression pressures are higher with turbocharging, especially with 260HP worth of it, does anybody know whether the Callaway versions had more problems in this department than usual, or did Callaway use better gaskets?

Grombo – “This looks like the Callaway GTV my uncle raced back in 86. It was an impressive machine and did its owner proud many a race. I’d be interested in re-uniting car and family!”

I don’t think so. I purchased the car in Tampa FL about 7 years ago from the original owner, and then did extensive restoration work. It had only 36k miles at the time. The chrome was peeling off the turbo pipes when I sold it, and those look to have been replaced.

While good records were never kept, I believe this was the last of the 36 Callaway conversions, based on delivery date, original Callaway warranty information, and conversations with Reeves Callaway.

OhioMark – “I thought they came with different rims and mild flairs as original equipment?”

The only actual body parts of the Callaway conversion were the hood scoop and rear wing. A lot of dealers would also add upgraded wheels. Fender flares were another dealer installed option, but not part of the Callaway package.

Neat, neat cars. And quite rapid. Rene, The problem is common to all GTV6 ‘s and Milanos. Apparently its not necessarily ‘abuse’ that causes it, but just shifting too quickly and not hitting the ‘gate’ just right. No fix that I know of other than rebuilding, but shift somewhat more sedately and pull the lever back and slightly toward you as I remember – my cars has [regrettably] been gone for awhile]- and you will have no problems. If the car is indeed not rusty and in overall good condition, looks to be a pretty good deal. Just take care of it, and it will take care of you.

I rode in an non turbo ’84 this week and could not believe the ride. The only thing non stock was the stainless Ansa exhaust and was lowered a few inches which made all of the difference in the world. It pulled (only 154 HP ?) and turned flat like a track car. It would have to be perfectly sorted for this money.

As someone who’s owned a standard production model Alfa of similar vintage (Milano Verde) I can only imagine what a simultaneous joy/horror owning one of these is. This car is sure to make it’s new owner very happysad.